Transmission



mentor turbine. 'tio'n-of the turbine element, the "vehicle has "a "tendency "to creep". In order to eliminate creep of the vehicle, various brake 'construc- Patented Nov. 4, 1 952 UNITED STATES PATENT OFF ICE 2,616,311 TRANSMISSION Robert hapslem-Biihanan, Mien, assignor to Clark Equi ment Company; Buchanan, Mich., acorpo'ration of Michigan Application November 21, 1950, Serial No. 196,876

4 Claims. v1

My invention relates generally to transmissions, and, more specifically, is directedtoa brake construction for "a't'ransmission.

I am aware of numerous forms of drive'mechanisms for self propelled vehicles: One form of such drive mechanism which 'is' gaining favor with vehicle engineers, comprises a prime mover operatively connected through a fluid torque converter, to a transmission assembly having change speed gearing. The transmission assembly is in turn'suitabiy connected to the drive wheels "of the vehicle. 'In "the' operation of the drive mechanism, when the prime mover is tends to effect sm "rotation'of the driven ele- As a consequence of slow rotations have been'incorporated with the shaftinterc'onnecting the turbine'eleme'nt of th'efl'u'i'd torque'converter and'theinput'shaitof the transmission assembly.

Brake'constructions of the character noted are either "disposed within thetransmission housing "orthe fluid torque cbnv'ert'er housing, and, as "a resu'lt, access cannotbehad to thebrake con- "struction unless the transmission assembly isdisassembled "fromthe vehicle.

It' is an" object of my present invention to provide 'a'brake construction for braking the turbineele'ment of'a fluid torque converter which brake construction is-mounted eirter-iorly'both of :the fluidgtorqueconverterhousing and thetran's- -mission-'housing, in order that access may-be had to the brake-construction when the transmission is in assembled position.

- Accessibility to the brake constructions when the v transmission is in assembled position is -highly-desirable inorder that adjustments thereon maybe-easily made, or-brake linings renewed.

I'he "aforementioned object of my present invention is accomplished by providing the transmiss-ion'as-sembly with a countersha'ft which, at

:one end, extendsoutwardly of the transmission housing. The brake construction is'mounted on the oneendof the countershaft' exteriorly of the transmission housing and thus a'ccess may be i had readily thereto. A "gear is hired on the countershaft' and has meshing engagement with a gear fixed on-the shaft upon which the turbine element is-secured,"thus' providing a driving connection be'tween theturbine elem'ent and the ccuntershaft of the'transmissio'n. I Nowdnorder to acquaint those skilled 'in'the art with the mannerof constructing and using the device of'myipresent invention, I shall describe -inho'miection with the accompanying rivets 26', 'to a hub member 21 suitably piloted ery of the pump or drive element 250i by means of a plurality of circumlerei 2 drawing a preferred embodiment of my invention;

In-the drawing:

The single figure is a horizontal sectional view through a transmission embodying the brake construction of my present invention, showing the countershait rotated approximately 110 from-its normal position.

Referringnow to'the drawing, there is shown a flywheel 26 which is suitably connected to a ---primemover, as, for example, an internal combustio'n engine (not shown). The outer periphery of the engine flywheel 26 is provided with an external ring gear 2! which is adapted to have meshing engagement. with a conventional starter motor (notshown) Disposed in-c-ircum- -ferentially spaced openings formed in the flywheel 29 are a plurality of resilient bushing "members 22 Which are adapted to provide support for a plurality of stud members 23. secured to the one end of the stud members 23,

by 'means of a plurality of nuts 25,'-is the radially eiitending portion of a closure member- 24. The radially extending portion-of the closure member 2 1 is secured, as by a plurality "of in a central opening formed in the engine flywheel 26. The outer end of the axially extending portion ofthe closure member 2 1 is-disposed in juxtaposition of the one side of a pe- 2'8,'at its other side, engages the outer periph- "l'uid torque converter, indicatedgenerally by't e' ref- ;erence numeral 30, disposed within a bellncasing-36. The closure member 22, annular 'I'iange 28, and pump element 29 are securedtog e her spaced bolts 3|,thus defining ahousing the torque converter 36. The pump element 22, at

the central 'port'ionthereof, is secured, by means of a plurality otcircumferentially spaced bolts 32, to a hub member '33, mounted to arrannular race member 3? which is journaled, by

meansof a plurality of rollers as, on the intermediate portion of a stepped sleeve member-35 fixedly mounted to the forward end wall 52 of a transm'ission housing 53. From theforegoing description, it will be realized that the engine flywheel 20, closure member 24, and pump element 29 are adapted to rotate as a unit.

Mounted to the hub member 33, supporting the pump element 29, is an external ring gear "'38 which has meshing engagement-with a gear, 39 provided fordriving a fluid pump ('nots-hown) which is provided for circulating fluid to the fluid torque converter 36.

The torque converter 30 also comprises'areaction member llhaving a hub portion 42-keyed to a sleeve member 43 which is' m'ounte'dupon one way brake members 44. The one way brake members 44 are mounted on the reduced end portion of the stepped sleeve member 35 and permit the reaction member 4| to rotate in one direction only. A ball bearing assembly 45 is also provided for rotatably supporting the sleeve,

member 83 on the reduced end portion of the stepped sleeve member 85.

The torque converter 38 further comprises a turbine or driven element 45 suitably secured, as by a plurality of circumferentially spaced bolts 47, to the radial flange portion of a hub or sleeve member 88. The hub or sleeve member 48 is mounted on the splined end of a shaft 49 which, at its forward end, is journaled within a ball bearing assembly 58 mounted within the hub member 27 secured to the closure member 24. The shaft 49, at its other end, is journaled within the stepped sleeve member 35 and within a ball bearing assembly 5! mounted in the forward end wall 52 of the transmission housing 53. The forward end of the shaft 49 is enclosed by a closure member 54 suitably secured to the inner periphery of the hub member 21.

The rear end of the shaft 49 has an upset end portion 55 which is disposed within the transmission housing 53. The outer periphery of the enlarged end 55 is formed with a plurality of gear teeth 56 which have constant meshing engagement with the teeth of a gear 51 fixed to the forward end of a countershaft 58. The countershaft 58 is rotatably journaled adjacent its forward end in a roller bearing assembly 59, mounted in the forward end wall 52 of the transmission housing 53. The forward end of the countershaft 58 is enclosed by a cap member 68 which carries a small oil pump, indicated generally by the reference numeral 6|, driven by the countershaft 58 through a pin member 62 received in the recessed end of the countershaft 58. The member 82 has a slot at its inner end in which is disposed a transverse pin 63 mounted, at its ends, within the countershaft 58. The rear end of the countershaft 58 is rotatably supported in a ball bearin assembly 64 mounted in the rear end wall 65 of the transmission housing 53. The countershaft 58 is formed with a reduced rear end portion which projects outwardly of the rear end wall 65 and has secured thereon a brake drum H8. Associated with the brake drum H8 is a brake band H9 which is provided for selectively braking the drum I I8 and the countershaft 58, which in turn effects braking of the driven element 46 of the fluid torque converter through gear 57, gear portion 55, and shaft 89. When the prime mover connected to the flywheel 28, is idling, the brake band H8 may be applied to the brake drum H8 for preventing creep of the vehicle with which the present drive means is embodied. From the foregoing description it will be realized that, since the brake drum H8 and brake band I [9 are mounted exteriorly of the transmission housing 53, access may be had easily thereto for adjusting or relining the brake band H9 while the transmission is in assembled position. The upset end of the shaft 49 has a central recessed portion in which is disposed a roller bearing assembly H, which is adapted to rotatably support the forward reduced end portion of a transmission output shaft 72. The output shaft i2 is supported intermediate its ends by means of a ball bearing assembly 13 mounted within the rear end wall 65 of the transmission housing 53. Mounted to the splined rear end of the output shaft 12, projecting outwardly of the rear end wall 65, is a flange member 14 which has secured at its outer periphery, by means of a plurality of circumferentially spaced bolts 75, a brake drum 16. Associated with the brake drum 16 is a brake band 11 which is provided for braking the drum 16 and the output shaft 12. Disposed about the output shaft 12 is a cap member 78 which is suitably secured, as by bolts 18a, to the rear end wall 65 of the transmission housing 53. An oil seal 19 is interposed between the inner periphery of the cap member '18 and the outer periphery of the flange member 14 for preventing any oil leakage therepast. Mounted on the reduced end portion of the flange 74, within the confines of cap member 1'8, is a gear I48, which drives a gear I41 operatively connected to a governor mechanism (not shown).

Keyed-to the intermediate portion of the output shaft 12 is a hub member 88, upon the outer periphery of which is mounted a one way clutch member 8|. Mounted upon the one way clutch 8| is a gear member 82. By providing the one Way clutch 8| the gear 82 is clutched to the output shaft 12 upon relative rotation in one direction of the former, with respect to the latter. Upon relative rotation in the other direction of the gear 82, with respect to the output shaft 12, the former is freely rotatable on the latter. The gear 82 has associated therewith a radially inwardly extending circumferential flange portion 83 which is rotatably journaled upon a ball bearing assembly 84 mounted to the outer periphery of the output shaft 12. The gear 82 also has a radially inwardly extending circumferential flange portion 85- which is rotatably journaled, by means of a plurality of needle bearings 86, upon the output shaft 12. The radially inwardly extending flange portion 85 has formed at the central portion thereof an annular hub which carries a plurality of external clutch teeth 81. Mounted on the enlarged splined portion of the output shaft I2 is an axially shiftable clutch collar member 88. The clutch collar member 88 has internal clutch teeth 90 which are adapted to engage with the clutch teeth 81 of the gear member 82. The clutch collar member 88 is also provided with radial clutch teeth 9! which are adapted to engage with radial clutch teeth 92 formed on the rear end of gear member 55. Movement of the clutch collar member 88 is adapted to be elfected by a shift fork (not shown).

It will thus be observed from the foregoing description that, when the clutch collar member 88 is shifted to the left, from the position shown in Figure l, and the clutch teeth 9| are disposed in engagement with the clutch teeth 92, the gear 55 will be clutched to the output shaft 12, thus effecting a 1:1 drive between shafts 49 and 12. Likewise, when the clutch collar member 88 is shifted to the right, to the position shown in Figure 1, and the clutch teeth 98are disposed in engagement with the clutch teeth 81, the gear 82 is clutched to the output shaft 12.

The gear 82 on the output shaft 12 is in constant meshing engagement with a gear 93, rotatably mounted upon the countershaft 58. The gear 93 is formed with internal clutch teeth 94 which are adapted to be engaged by external clutch teeth 95 formed on an axially shiftable clutch collar member 96, mounted on the intermediate splined portion of the countershaft 58 for movement therealong. The clutch collar forward. fork end member 96 is formed with an enlarged gear portion 9! which is adapted to have meshing en'- gagement with the gear portion 98 of a compound gear 99 mounted on a lay shaft I99, by "means of apair of spaced ball bearing assemblies II and I92. The compound gear 99 has agealr'portion 199 which is in constant meshing engagement with the gear 82 on the output shaft 12. For purposes of clarity, the lay shaft and compound gear 99 are shown revolved from their normal '98 of the compound gear 99 on the lay shaft I90,

the countershaft 58 and the output shaft I2 rotate 'inthe same direction. In the first described position of the clutch collar member 96, that is, to the right, the output shaft I2 is adapted to ro- 't'a'te inthe same direcion as the engine flywheel '20, whereas when the clutch collar member 96 is shifted to the second described position, that is, to the left, the output shaft 12 is adapted to rotate in the opposite direction as the engine flywheel 29.

' When the clutch collar member 96 is shifted to the right, so that the clutch teeth 95 thereon engage the clutch teeth 94 of gear 93, high ratio drive in a forward direction is imparted to gear 82 from gear 55, through gears 51 and 93. The 1 gear 82 when rotating in a forward direction, with respect to the output shaft I2, drives the latter through the aforedescribed one way clutch 8 I. It will be noted that with the provision of the one way clutch 8| the gear 82 is adapted to drive the output shaft I2 in a forward direction, even though the clutch collar member 88 may be in a neutral position.

When the clutch collar member 96 is shifted to the left, so that the gear portion 91 is disposed in engagement with the gear portion 98 of the compound gear 99, drive in a reverse direction is imparted to gear 92. Since the gear 82 when driven in a reverse drection, with respect to the output shaft I2, rotates freely on the latter the clutch teeth 99 on the clutch collar member 88 must be disposed in engagement with the clutch teeth 81 of gear '82 before drive is effected from the latter to the output shaft 12 in a reverse direction. When the clutch collar member 96 is shifted axially along the countershaft 58 the brake band I I9 may be applied to the brake drum 8 for braking the latter and the countershaft 58, in order to prevent gear clash between gear portions 91 and 98 or clutch teeth 94 and 95.

When the clutch collar member 88 is shifted to the left so that the clutch teeth 9I are disposed in engagement with the clutch teeth 92 on gear 55, low ratio drive in a forward direction is imparted to the output shaft 12 from shaft 49. It will be realized that when the output shaft I2 is driven in low ratio'drive the gear 82 rotates freely thereon.

The'shaft 49, is formed with an axially extending opening therethrough, in which opening is disposed a rod member I96 having an enlarged Y 66. The opening in the shaft 49 is enlarged at the rear end thereof and defines a chamber I91 in which is disposed a piston I88 adapted to be reciprocated therein. The piston I98 is secured to the rear end of the rod I08. A

spring I89 is disposed within the opening inth'e shaft'49 and is adapted to normally bias the piston I98'and'piston rod I98 to the right, as viewed in Figure l. The rear end of the chamber I91 is enclosed bymeans of a suitable plug member IIO. Fluid under pressure is adapted to be admitted to the chamber I'III between the piston I08 and the plug member IIll through a fluid passageway III'Ia formed in shaft 49. The passageway IIJ'Ia opens radially into an annular groove ID'Ib formed in the inner periphery of the stepped sleeve member 85. The groove IIl'Ib'communicates with a fluid passageway Iil'Ic, into which passageway IIi'Ic fluid is adapted to be selectively admitted. Since the control system for selectively admitting fluid under pressure to the passageway I9'Ic forms no part of my present invention, it is believed that a showing and description thereof is unnecessary.

Admission of fluid under pressure into the chamber I61 urges the piston I98 and piston rod I96 to the left, as viewed in Figure 1. Disposed in the forward end of the opening in the shaft 49 is a spring I I I which, at its rear end, engages the forward end 88 of the rod I98 and, at its forward end, engages a cap member II 2 secured at its edges in the shaft 49. Th spring I I I is provided for normally biasing the piston rod I88 and piston I68 to the right, thereby cooperating with the aforedescribed spring member I99 disposed at the rear end of the openin in the shaft 49.

Generally a light grade of oil is employed in the fluid torque converter, while a heavier grad of oil is employed in the hydraulic control system and for lubricating the transmission. In order to eliminate intermixing of the two grades of oil a plurality of axially spaced oil seals 2I9 are provided between the outer periphery of the rotatable shaft 49 and the inner periphery of the fixed sleeve member 35. Leakage of the heavier grade oil from the passageway I970 is returned to the transmission housing 53 through the passageway 228 and formed in the sleeve member 35, while leakage of the lighter grade oil past the oil seal 284, disposed about the forward end of rod I86, into the central opening in shaft 49 is returned to the torque converter housing through passageway 249 in sleeve member 35.

Mounted on the outer splined periphery of the hub member 48, which supports the turbine element 49, is a clutch collar member II3. The clutch collar member H3 is formed with a plurality of radially extending clutch teeth I I 4 which are adapted to engage a plurality of radially extending clutch teeth H5 formed on the hub portion 21 supporting the closure member 24. The clutch collar member I I3 is adapted to slide axially along the splined portion of the hubmember 48. Disposed between the arms of the fork member 68, at the forward end of the piston rodI96, is a transverse pin member I I5. The ends of the pin member H6 are adapted to extend through an axially extending slot formed in'the hub-member 48 and shaft 49 and the ends thereof aresecured in suitable openings formed in the clutch collar member H8. A spring I I1 is disposed between the clutch collar members I I3 and the hub member 48 for spring loading or cooking the clutch collar member H3. It will be understood that the force exerted by the springs I99 and I I I is greater than the force exerted'by the spring I I1.

When the clutch collar member H3 is in the position shown in Figure 1, and the flywheel 20 is rotating, drive is effected through the fluid torque converter 39 to the shaft 49 and hence to th transmission. When the clutch collar memthey rotate as a unit.

When fluid under pressure is admitted to the chamber I01, through passageway l01c, annular roove I01?) and passageway l01a, the piston I08, and piston rod I06 are urged to the left from the position shown in Figure l, which compresses spring Ill and permits the spring H1 to bias the clutch collar member H3 to th left thereby disposing the leading edges of clutch teeth I 14 into contact with the leading edges of clutch teeth H5. The clutch teeth H4 slide over the clutch teeth H5 until synchronous speed is reached, whereupon the clutch teeth H4 are thrust into engagement with clutch teeth I I5, by the loaded spring H1, effecting a direct drive connection between the flywheel 20 and the shaft 49.

When the fluid flow to the chamber I! is interrupted the spring I09 and l l I, spring load the piston rod 06, piston I08, and clutch collar member I I3 thereby tending to urg the clutch collar member H3 to return to the position shown in Figure 1. Although the clutch collar member H3 is spring loaded for movement to the right, such movement will not take place as long as the flywheel 20 drives the shaft 49 due to the force exerted on the faces of teeth H4 by the faces of teeth H However, when the flywheel and shaft 49 rotate at substantially synchronous speed the force exerted on teeth I l 4 by teeth H5 is reduced, and the clutch collar member I I3 is thrust to the right to the position shown in Figure 1, by springs I09 and HI. Drive is then effected through the fluid torque converter 30.

For a more detailed showing and description of the direct drive lock-up, reference may be had to the copending application of Oscar H. Banker, Serial No. 178,656, filed August 10, 1950.

While I have shown and described what I believe to be a preferred embodiment of my invention, it will be understood that various modifications and rearrangements may be made therein without departing from the spirit and scope of my present invention.

I claim:

1. In a drive mechanism, the combination of a fluid torque converter having a driven element,

,a shaft, said driven element of said fluid torque converter being fixedly mounted to said shaft, a housing for enclosing said fluid torque converter, a transmission housing mounted to said fluid torque converter housing, said shaft extending into said transmission housing, a countershaft mounted in said transmission housing and having a constant driving connection with said shaft, and a brake construction disposed exteriorly of said transmission housing and having connection with said countershaft for providing for selective braking of the latter together with said driven element of said fluid torque converter.

2. In a drive mechanism, the combination of a fluid torque converter having a driven element, a shaft, said driven element of said fluid torque converter being fixedly mounted to said shaft,

a housing for enclosing said fluid torque coriverter, a transmission housing mounted to said fluid torque converter housing, said shaft extending into said transmission housing, a countershaft mounted in said transmission housing and extending outwardly at one end thereof, said countershaft having a constant driving connection with said shaft, and a brake construction mounted on the end of said countershaft extending outwardly of said transmission housing for providing for selective braking of said countershaft together with said driven element of said fluid torque converter.

3. In a drive mechanism, the combination of a fluid torque converter having a driven element, a shaft, said driven element of said fluid torque converter being fixedly mounted to said shaft, a housing for enclosing said fluid torque converter, a transmission housing mounted to said fluid torque converter housing, said shaft extending into said transmission housing, a countershaft mounted in said transmission housing and extending outwardly at one end thereof, a gear fixed on said countershaft within said transmission housing, a gear fixed on the end of said shaft extending into said transmission housing and having constant meshing engagement with said gear on said countershaft, and a brake construction mounted on the end of said countershaft extending outwardly of said transmission housing for providing for selective braking of said countershaft together with said driven element of said fluid torque converter.

4. In a drive mechanism, the combination of .a fluid torque converter having a driven element, a first shaft, said driven element of said fluid torque converter being fixedly mounted to said first shaft, a housing for enclosing said fluid torque converter, a transmission housing mounted to said fluid torque converter housing, said first shaft extending into said transmission housing, a countershaft mounted in said transmission housing and extending outwardly at one end thereof, a gear fixed on said countershaft within said transmission housing. a gear fixed on the end of said first shaft extending into said transmission housing and having constant meshing engagement with said gear on said countershaft, an output shaft in said transmission housing, change speed gearing between said first shaft, said countershaft, and said output shaft for providing a plurality of drive ratios between said first shaft and said output shaft, and a brake construction mounted on the end of said countershaft extending outwardly of said transmission housing for providing for selective braking of said countershaft together with said driven element of said fluid torque converter irrespective of the drive -ratio between said first shaft and said output shaft.

ROBERT LAPSLEY.

REFERENCES CITED The following references are of record in the Lapsley Sept. 6, 1%9 

